Lateral-motion appliance for locomotive driving-boxes.



W. E, fvGODARD S` ENGEL LATERAL MOTION APPUANCE ma wcsmowi 0mm@ soms.

WILLIAM E. WOODARD, 0F

SCHENECTADY, NEW YORK, AND SAMUEL S. RIEGEL, OF

SCRANTON, PENNSYLVANIA.

LATERAL-MOTION APPLIANCE FOR LOCOMOTIVE DRIVINGVBOXES.

Specication of Letters Patent. vii

Patented May 2, 1916.

Application filed January 3, 1916. Serial No. 70,003.

T 0 all ywhom it may concern Be it known that we, IVILLIAM E. TWOOD- ARD, of Schenectady. in the county of Schenectady and State of New York, and SAMUEL S. RInGnL, of Scranton, in the county of Lackawanna and State of Pennsylvania, have.jointly invented a certain new and useful Improvement in Lateral-Motion Appliances for Locomotive Driving-Boxes, of which improvement the following is a specification.

Our invention relates to means for aiford ing and controlling lateral motion in the driving boxes of locomotive engines, the leading and characteristic features of which means are set forth in a separate application filed by us of even date herewith, Ser. No. 70,002.

rIhe object of our present invention is to further improve an appliance of such type, by the provision of means whereby the clearance between the driving boxes and wheel hubs may be regulated, as from time to time required, in order to effect proper ad justment to compensate for lateral wear.

In the operation and upkeep of a locomotive, a condition is presented which results fromrand is intimately connected with, the lateral pressures of the driving wheels, namely, the wear and destruction which is effected between the driving wheel hubs and the faces of the driving boxes. In the case of locomotives having comparatively long rigid wheel bases, and in which heavy lateral thrusts are exerted upon the driving Wheels, the wear becomes a seriously objectionable factor, and, in fact, in all classes of locomotive driving boxes and wheels, the matter of keeping the lateral motion within workable means is a difficult problem.

'Means for taking up such wear are therefore important, for insuring satisfactory and effective service, and these are provided by our invention herein described.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a view, the left hand half of which is an outside elevation of a locomotive frame pedestal and driving box, to which our inven tion is applied, and the right hand half, a

vertical section, on the line a a a a of Fig. 2; Fig. 2, a View, partly in vertical trans1 verse section at the middle of the pedestal, and partly in elevation, showing a driving box and its accessories; Fig. 3, a partial horizontal section, on the line b b of Fig. 2; Fig. 4, a view, showing a structural modication, the right hand half being an elevation, taken similarly to Fig. 1, and the left hand half, a vertical section, on the line c c c c of Fig. 5; Fig. 5, a view, taken similarly to Fig. 2; Fig. G, a View, showing another structural modification, the left hand half being an elevation, taken similarly to Figs. l and 4, and the right hand half, a vertical section, on the line d (Z (l d of Fig. 7', Fig. 7, a view, taken similarlyT to Figs. 2 and 5; and Fig. 8, a view, partly in elevation and partly in section on the line c c of Fig. 7.

Our invention is herein exemplified as applied in connection with a locomotive engine, the frame of which is of the standard bar type, and comprises two side mem bers, which are, as in present standard practice, spaced at the maximum distance apart available under the necessary limitation impo'sed by the width between driving wheel hubs. 'Each of the side frame members comprises, so far as the portion there- `of in which the driving` axles are fitted is concerned, the usual top rail, 1, bottom rail, 2, and connecting vertical pedestals, each of which consists of a pair of pedestal jaws, 3, in which one of the end portions of a. driving box, 4, is fitted between a wedge, 4,

and a. shoe, 4b, in the ordinary manner@ The open spaces between the sections of the lower frame rail at the bottoms of the ped- .estals are spanned by pedestal ties, 5,

suitably connected to the bottom frame rail..

Referring first to Figs. I to 3 inclusive, in the practice of our invention, the driving boxes, 4, of each of the driving axles, 8, in connection with which the invention is applied, are, in this exemplitieation, shown as being of substantially greater length than those in ordinary practice, and as being provided with flanges, 4g, on their ends, the outer flanges abutting against the hubs of the driving wheels, G. The transverse central planes of the driving boxes are located slightly inside of the frame members, and clearance space equal to the extent of the lateral motion desired, is interposed between the outer flanges and the shoes and wedges, as indicated at in Fig. 2. The proper spacing of the driving boxes on the axle -is effected by a bridge, 7, of substantially inverted U section, which extends parallel -the top freine rails, l.

boxes at about the middle of their length,

`and also engages their inner end flanges, as

shown in Fig. 3, thus connecting the driving boxes longitudinally, and maintaining the determined clearance between the shoes and wedges and the outer flanges of the driving boxes.

The portion of the weight of the locomotive which' is carried on the driving axle, 8, as set forth in our application Ser. No. 70,002 aforesaid,'transmitted to the driving boxes, 4, through springs, 9, which bear centrally on seats, 10a, at the ends of a spring supportingA beam, l0, extending transversely of the locomotive, above the bridge, 7 and adapted to move vertically, but not laterally', relatively to the side frame members. lt will, of course, be understood that the springs are connected, by hangers lat their ends, to the side frame members,

either directly or through theJ intermediation of equalizers, as in ordinary The supporting beam is guic in its vertircal movements, by vertical guide faces., Ob, projecting downwardly below the spring seats, and fiftim with only working cleai1` ance, 1; inst i poing plates, la, secured to The supporting beam, 10, is, in turn, supported on the bridge, 7, and connected drivingboxes, 4,

through rockers, 11, which are of the type set forth inl Letters Patent of the United States No. 1,060,222, granted and issued to William Esi'Woodard, under date of April 2.9, 1913, anfd are not, in and of themselves, included in our present invention. The rockers, 11, are interposed between the supporti'igbeam, 10, and the bridge, 7, adjacent to the ends of the latter, and each of ythem is provided at the bottom with two pairs of journals, 11, fitting in open topped earings in the bridge, 7, and with oppo- `sitely curved or inclined bearing faces on `their tops, upon which the supporting beam bears .through correspondingly inclined i bearing faces on its bottom. The operation of the construction above described, in perf mittiiigand controlling lateral motion of.

the driving boxes, accords with 'that set forth in our application Ser. No. 70,002 aforesaid, and need not therefore be herein aga-in recited.

The result of wear in service, on the outer faces of ,the driving boxes, is to produce an undue degree of clearance between them and the adjoining wheel hubs, which, to maintain effective operation, should from time to time be taken up. To this end, the vertical recesses of the side portions of the bridge, 7, in which the inner end flanges, 4g, of the driving boxes, are engaged, are, asshown in lf' ig. made of greater width than said flanges, the excess width of the recesses being ojcupied by removable'liners, 22, which the lug of the wedge.

are located on the outer sides of the flanges, and are held in position by bolts, 22a. By removing one or more of said liners from noi-mal position and transferring it or them to the. inner side of the flange or flanges, the clearance between the wheel hubs and driving boxes will be correspondingly reduced and the wear taken up as required. As shown in Fig. 2, the seats in the tops of the driving boxes, on which the ends of the bridge are supported, are made of greater length than the end bearing faces of the bridge.

The structural modification shown in Figs. 4: and 5 accords substantially with the construction above described, except in the specific details of the means for lateral adjustment. he driving boxes, il, are, in this instance, connected by an interposed filler, 23, lwhich is secured to the flanges, 4g, on their inner ends, by bolts, 23. A vertical wedge, 2l, having longitudinally slotted holes for the passage .of two of the connecting bolts, 23, is fitted between one end of the filler and the inner face of the adjacent driving box, and is adapted to be forced downwardly by an adjusting bolt, 25, assing through a lug, on one side o the wedge and engaging a thread in a lug, 23", on the adjacent side of the filler, said bolt being provided with nuts', 25, bearing on It will be seen that by drawing down upon the wedge, the driving boxes may be forced outwardly on the axle, and lateral wear between the outer faces of the driving boxes and the wheel hubs can be thus taken up as required.

Figs. 6 to 8 inclusive illustrate another structural modification, in which the bridge, 7, extends across the tops of, and downwardly on the opposite sides of, the driving boxes, 4, which fit neatly within it. The driving boxes are forced outwardly tol take up wear between their outer faces and the hubs of the driving wheels, 6, by wedges, 26, extending transversely through the bridge, 7, and bearing thereon and on the inner ends f the driving boxes, the wedges being held in adjusted position by bolts, 26?, passing ,through ugs on the side of Vthe bridge, 7.

The necessity of keeping the driving wheel hub and driving box clearance down to small limits is generally recognized by railroad men, and the importance of such limitation is emphasized by the recent ruling of the Interstate Commerce Commission, fixa maximum allowable lateral clearance between driving boxes and wheel hubs. W'ith Ithe construction of driving boxes in rdinary use, when the clearance above. referred to ybecomes greater than that allowed by the Interstate Commerce Commission, or reaches an amount which is undesirable from a maintenance standpoint, the driving wheels andlboxes must be removed from the loconwtve and 'l'nffffl lo take up the la'erul play, themliv lm'v'lvug considerable expanse nml. 105i of line of le lmcomofa The zuljuslmont fm mim' up latcml play pmvidml lw our l .au lle made wtlmut removing the wheels uml boxes, und with u mimmnm expense and lugs of time.

lV@ vlnm as 0m' invention and desire lo sevm'e by Letters; Patent:

l. In n locnnmlve engine, lh@ Combination nl' two zxillv 'fl-:mw n'mulvm two ll'lvlng boxes, 01u-h lt'ml wlllx the Cap; @ity nl' relutive voy-tival uml lntmnl mwvemeuls in una?. 0l' Suid lfrmnc rmfxnlyegwf; a drivng full@ Helling mlrlxi 

